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TRAIN STOPPING DEVICE. NQ. 502,963. l Patented Aug. 8, 1893.

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. TRAIN STOPPING DEVIGB. No. 502,963., Patent'edAug. 8,1893.

g/yf.' y Y I l A Unirse STATES PATENT OFFICE.

JOHN B. GROSS, OF HOBOKEN, NEW JERSEY, ASSIGNOR OF ONE-HALF TO Y LOUIS FINKE, OF SAME PLACE.

' TRAIN-STOPPING DEVICE.l

SPECIFICATION forming part of Letters Patent No. 502,963, dated August 8, 1893.

Application liled November 22, 1892. Serial No. 452,792. (No model.)

To all whom tm/ay concern,.-

Be it known that I, JOHN B. GROSS, of Ho,- boken, inthe countyof Hudson andState of New Jersey, have invented'a new and'Improved Train-Stopping Device, ot' which the following is a full, clear, and exact description.

The invention relates to improvements in railroad'signals by which a moving train is stopped automatically when moving into proxro imity of an open switch, draw or other point of danger.

The object of the invention is to providea newand improved train stopping device which is simple and durable in construction, and arx 5 ranged to automatically shut off the steam from locomotive engines, and to apply the air brakes so as to bring the train to astandstill.

The invention consists ofcertain parts and details and combinations ofthe same, as will 2c be fully described hereinafter and then pointed out in the claims.

Reference is to be had tothe accompanying drawings forming a part of this specification, in which similar letters of reference indicate corresponding parts in all the figures.

Figure 1 is a side elevation of the improvement with parts in section. Fig. 2 is an end elevation of the same. Fig. 3 isa transverse section of the same on the line 3 3 of Fig. 1.

3o Fig. 4 is a sectional side' elevation of the lever for operating the air outlet valve. Fig. 5 is a plan View of the shaft pulley for the arm. Fig. 6 is an enlarged side elevation of the mechanism for setting the arm. Fig. 7 is a 3 5 transverse section of the same on the line 7-7 of Fig. 6. Fig. 8 is alike view ot' part of the same on the line 8-8 of Fig. 7. Fig. 9 is a rear face view of the setting lever. Fig. 10 is a face view of a collar forthe said setting lever. Fig. llis a face view of the cove'ring plate for the setting mechanism. Fig. 12 is a side elevation of the device for operating the throttle lever, parts being shown in section; and Fig. 13 is an end view of the same. l

On the tender A for the locomotive A of any approved construction, is secured a standard B provided on its upper end with guideways B in which is fitted to slide vertically a cross-head C carrying a downwardly-extending arm C pivotally connected with a rodO, extending through an opening in the tender, as is plainly shown in Fig. 1. The lower end of this rod O2 is formed with ahead C2, engaging a casing C4loosely mounted ona 55 collar C5 secured to one of the axles A2 of the tender A.

On the upper end of the cross-head C is supported a cylinder D, provided with an air inlet tube Dconnected by a flexible hose E 6o with the main train pipe E of the train, and belonging to a duid pressure brake of any approved construction. The cylinder D is also provided in its bottom with an opening D2 leading to the outer air, as is plainlyshown `6 5 in Fig. 4. The inner end ot' the tube D is normally closed bya valve D2, secured on the transversely-extending shaft D4, passing centrally through the cylinder D and journaled in the heads of the said cylinder, as will be read- 7o ily understood by reference to the drawings. On the outer ends of this shaft D4 is secured a lever F, preferably made U-shaped, as is plainly shown in Fig. 3, the said lever extending upward and carrying at its upper end a point F adapted to be engaged by an arm G secured on a transversely-extending shaft G journaled in suitable bearings in a frame or bracket H preferablyinadeV U -shaped and attached to some of the ties of the railroad track. 8c

The frame H extends over the track, as is plainly shown vin Fig. 2, so that the train with the locomotive A and the tender A passes through the said bracket to bring the arm G into the path of the point F in case danger is ahead for the train.

The point F is made hollow and carries a pin F2 pressed on by a spring F2, so that the lower end ofthe pin F2 is adapted to engage a recess C6 formed in a segment C7 attached 9o to brackets on the cross-head C. When the lever F stands vertically, as shown in Fig. 1, the point F is in the path of the arm G, so that the latter is struck by the point F at the time the locomotive passes through the bracket l-I, whereby the lever F is swung to one side, thereby turning the shaft D4, so that the valve D3 uncovers the opening of the tube D, and part of the air from the air brake is discharged into the cylinder D and passes out ofthe same too through the opening D2 to the outer air. `As soon as it is discharged from the main pipe E the brakes are applied in the usual manner and consequently the train is brought to a standstill.

The arm G is connected with a switch 1ocated ahead of the bracket H, or with a draw orotherpoint of danger in the roadbed. Now, in order to actuate the said arm G, so that it will stand in position to strike the point F at the time the switch or the draw is open the following device is provided: On the shaft G is secured a pulley G2, on which are secured the ends of a rope I, each end of the latter passing several times around the said pulley and then extending downward and passing over a series of pulleys ll secured on one side of the bracket H, as is plainly shown in Figs. l and 2.

The strands of the rope I pass under pulf leys H2 and 113, held on an auxiliary frame Il" attached to one side of the bracket H, and thentlie strands extend upward and wind on a drum J secured on a shaft J extendn g transversely in a housing H5 secured to the auxill iary frame H4, as is plainly shown in Fig. By reference to the latter figure, it will be seen that the strands of the rope I pass upon the said drum in opposite directions, so that when the t drum isturned one of the strandsis wound up;

While the other unwinds from the said drum `and a like motion takes place on the pulley G2 so that the shaft Gisturned in the same di` rection as that in which theshaft J is turnedl This shaft J is connected with a switch o` draw, andis provided for this purpose with a pulley K on which is secured a chain or rope K extending downward and having its ends connected with arms K2 and K3 secured on a transversely-extending shaft K4 jour` vnaled in suitable bearings attached to the ties carrying the bracket Il, see Fig. 2. On this shaft K4 is secured another arm K5 piv# otally connected with a link KG extending to the switch lever or to the draw to enable the operator to open or close the switch or to lock and unlock the draw.` i

The shaft J is adapted to be actuated by the operator in charge of the switch or draw, and for this purpose a hand lever L is pro vided which is pivoted at L to a collar L2 mounted loosely7 on the shaft J, see Figs. 7 and 9. On the rear side of the lever L is secured a lug L3 adapted to engagea notch H5 formed in an annular flange H7 secured on one of the covering plates of the housing H51 The lug L5 is also adapted to engage a notch HS formed diametrically opposite the notch` Il on the top of the tiange H7, as shown in Fig. l1. A spring L4 presses on the front side of the lever L, so as to hold the lug L3 in coni `tact with either of the notches H5 or 118. In order to engage the lug L3 with the notch ll, the hand lever L is given a half-turn in an upward direction, either to the right or left.1 When the hand lever L is moved into this uppermost position, the switch is closed or the draw is locked and no danger is ahead for the train. A second lug L5 is arranged on the front side of the hand lever L directly opposite the lug L3 and this lug L5 is adapted to engage the notch L6 formed in a flange L7 forming part of the collar L2 previously mentioned and shown in Fig. 7. 0n the upper end of this flange L7 is held a stud L8 on whichtis fulcruined a pointer N adapted to engage with its lower rounded end N (see Fig. U), a recess J 2 formed in the collar J 5 secured 'ny a key or other means to the main shaft J. The lug L5 previously mentioned is adapted to pass through the notch L6 into a recess Jd formed on the inner face of the `collar J5, the said recess being located diametrically opposite the recess J2, as plainly shown in Fig. 10.

rlhe pointer N is adapted` to be locked to the liange L7 by a -pin VL9 passing through registering apertures in the pointer N and iange L7, as shown in Figs. l, 2 and 9. This pin L9 is sheared off by the pointer .N when the latter' is turned on its stud LB at the time the arm G is forcibly swung to one side when struck by a projection carried on the locomotive moving through the bracket, the said arm G then causing a turning .of the drum J, shaft J and collar J 5, which latter engages the lower end N of the pointer N. Now, when the several parts are in the position shown in Figs. l, 2 and 9, then the lug L3 engages the notch H5 and when it is desired to vturn the hand lever L into an uppermost position for the purpose of moving the arm G into a horizontal or no danger position, thenthe operator slightly swings the lever L outward to disengage the lngL3 from the notch l'liand to move at the same time the other lug L5 into engagement with the notch LG in the flange L7 and within the recess J"1 in the collar J5. The operator can then swing the lever L upward un til the lng L5 registers with and snapsinto the notch H8 on the top of the flange ll7. By turning the lever upward, as described, the shaft J is turned, thus imparting a traveling motion to the rope or chain Lso as to change the arm G from a vertical danger position to a horizontal nodanger position.

When the switch or draw is open the lever L stands vertically downward, as shown in Figs. l and 2,so that the arm G extends likewise vertically downward into the path of the `mechanism to be actuated `and located on the locomotive, it being understood that the said mechanism also actuates the said arm to swing it from a vertical into a horizontal position, asthereinafter more fully described. When the hand lever L is in its lowerinost position, the pointer N stands vertical, and is locked by the Apin L9 to the flange L7 and the lever L is locked to the fixedilange H7 by the lug L5 engaging the notch IlG of the said tiange as above described. Now, when the train moves along the track and comes to the bracket ll located a suitable distance from the open switch or draw, then the arm G is struck by the point F', whereby thelatter is moved to one side and away from the open- IOC IIO

. lar Js then moving in'to the position shown in standstill. VWhen the switch or draw is closed and in its normal position, then the lever L is in an uppermost position so that the arm Gr' swings into a normal horizontal. position and consequently out of reach of the point F. The train then moves along without the point F striking the arm G at the time the tender passes the bracket H. When the arm G, however is in a lowermost position, then the forcible swinging to one side of the arm Gr by the' train mechanism causes a turning of the drum J and shaft J', so that `the collar J 3 imparts a swinging motion to the pointer N, whereby the pin L9 heldin the flange L7 and pointer N is sheared o if, the pointer and col- Fig. 6. When the several parts are in this position,the lever L is locked in place, as the turning of the collar J 3 moves the latters notch J4 out of register with the lug L5 so that the lever cannot be swung outwardly by the operatorto disengagethe1ugL3from thenotch H5, and the fixed iiange H7. Now,.in order to reset the device, the operator must first turn the shatf J back with awrench or other suitable tool applied on the front or rear end ofthe shaft J so as to turn the collar J 3 to move its notch J 2 again in register and engagement with the lower end N of the pointer N, the latter being turned back by the operator to engage its end N with the notch J2. On the further turning of the shaft J', in the direction mentioned, the pointer N is moved by the collar J 3 back to its normal vertical position. A new pin L9 is then inserted in the registering aperture in rthe pointer N and flange L7 to lock the latter two parts together. The turning of the collar J .3 back to its normal position as described, again brings its recess J4 into alignment with the notch L6 and lug L5, so that vthe lever L can then again be swung outward a short distance to disengage the lug L3 from the notch H5, so as to permit the operator to swing the lever L upward if desired and for the purpose above described.

In order t0 indicate the direction in which the train is coming, I provide a pointer O pointing in the direction in which the train is moving along the track at the time the lever L is in an uppermost or no danger position. When the lever is in a danger position, as shown in Figs. l and 2, then the pointer O stands verticallyin alignment with the pointer N. 7, is secured on the outer end of a transverselyextending shaft O mounted to turn in suitable bearings in the housing H5. Onthis shaft 0 is secured a cam O2 formed with a notch O3 adapted to be engaged by a pin O4 projecting from the face of'a disk O5 secured on the shaft J and preferably forming one of the flanges of the drum J, as illustrated in Figs.

' 7 and 8. The cam O2 is formed on its under side with two segmental surfaces adapted to The pointer O as illustrated in Figs. 6 and.

rideon a segmental flange O6 projecting from the disk O5, so that an accidental displacement of the pointer O is prevented, as the latter cannot be turned until the pin O4 engages the notch O3 of the cam O2. Now, when the handle lever L is in a lowermost position, as shown in Figs. l and 2then the pin kO 4 engages the notch O3 and when the lever L is swung in an upward direction, either to the righty or left, then the turning of the shaft J and drum J, causes the pin 04 to impart a swinging movement to the cam O2, whereby the shaft O is turned and the pointer O is moved to the left, when the handle lever Lis movedvupward to the left, and the pointer O is moved to the right in case the handle lever L is moved upward to the right. Thus, when the pointer is turned to the right it indicates that the train is coming from the right hand direction and when turned to the left, as shown in Fig. 3, it

i indicates that the train is coming from theleft.

When the switch or draw is to be opened then the hand leverL is swung from an uppermost f position into a lowermost position, as shown in Figs. l and 2, whereby the switch is opened or the draw is unlocked, and at the same time the arm G is swung intora lowermost or danger position to bring the said arm into the path of the point F to actuate the same as previously mentioned, and to be actuated by an additional arm, as hereinafter more fully described. In case the arm Gr is then forcibly swung into an angular position by the projection or arm carried along by the locomotive, then the shaft G is turned and the .pin L9 is sheared off, as above described. The mechanism in the housing H5 must then be reset, as above described, to unlock the lever L and to enable the operator to then manipulate the said lever for closing or opening the switch for locking or unlocking the draw and for setting the arm G correspondingly.

In orderto act-nate the throttle lever P for shutting off vthe steam from the locomotive engines by the mechanism above described,I provide the train pipe E with a branch pipe E2 connected by the usual Westinghouse triple valve mechanism and auxiliary air reservoir with acylinder Q similar to the ordinary brake cylinder and preferably arranged in the cab of the locomotive A, as'shown in Fig. l. The said cylinder Q contains a piston Q on which presses a .spring Q2 held in the said cylinder and coiled around the piston rod Q3 extending outward from the piston Q. "lhe outer end of this piston rod Q3 has its bearing in a xed sleeve Q4 in which screws a screw Q5 so as to limit the outward traveling motion of the piston rod Q5. An apertured cross head Q6 is secured on the piston rod Q3 and is en- IOC gaged by the lower end of a lever R provided uated by a hand lever of the throttle lever P in the usual manner. Now, it will be seen that the throttle lever P, see Figs. 12 andl,

can be manipulated in the usual manner by the engineer' in charge of the locomotive as the link RS, by its slot R2, travels loosely over the pin R' otl the lever R.

It is understood that the throttle lever P, as shown in Fig. l2 is in such a position as to hold the throttle valve fully opened and when moved to the right commences to close the throttle valve to shut olf the steam to the cylinders of the engine. As soon as the air is discharged by opening the valve D3 as previously explained, then the triple valve in the pipe E2 is actuated in the usual manuel', whereby air from the auxiliary reservoir is forced into the cylinder Q so that the piston Q is moved in the inverse direction of the arrow b', whereby the cross head QG imparts a swinging motion to the lever R, and the latter, by its connection with the link It, pulls on the throttle lever P, so as to close the throttle valve, thus shutting oit the steam from the cylinders of the locomotive engine. The spring Q2 is compressed by the movement of the piston Q', as described, and as soon as the auxiliary reservoir is again cut oil? from the cylinder Q in the usual manner, then the spring Q returns the piston to the position shown in Fig. 12, thereby leaving the throttle lever P free to be opened and closed by the engineer in charge, without disturbing the lever and the parts connected with the same, in relation to the cylinder O.

It will be seen that by the mechanism above described, the train is brought to a standstill by applying the brakes and shutting oft the steam from the locomotive cylinders, as soon as the point F of the lever F strikes the arm G, the latter being in the path of the said point at the time the switch or draw is opened.

In order to impart a swinging motion to the ar-m G after the latterhas actuated the point F of the lever F, as described, to accomplish the applying of the brakes and the shutting ott of the steam, as described, I arrange two levers S and S on opposite sides of the point F', the said levers being arranged to freely swing inward at their upper ends, toward the point F', but being prevented from swinging outward` by striking the brackets on which they are fulcrumed. Each of the levers S and S' carries a weight S2 so as to hold each lever in the proper position, and the lower, weighted ends of the levers are pivotally connected with each other by links S3 and S4 respectively, as is plainly shown in Fig. l. Now, it will be seen that when the locomotive A moves forward in the direction of the arrow a', then the lever S first strikes the downwardly-extending arm G,in case there is danger ahead, so that the lever S swings inward toward the point F' without disturbing the position of the arm G. -The latter, when reached by the point F' standing in a vertical position, causes the lever F to swing to the right, in the direction of the arrow c', as shown in Fig. l, so that the brakes are applied and the steam is shut oft from the engines in the manner above described. The arm G is then engaged by the other lever S', and as the latter cannot swing outward at its upper end it causes the arm G to swing in an angular position, thus causing a turning of the shaft G', and a consequent change in the position of the several parts on the housing [l5 so that the said several parts have to be reset by the operator in charge ot the switch and draw, as previously explained.

By supporting the cylinder D for the air outlet valve directly from the axle of the tender A', and supporting the arm G from the ties of the track on the bracket Il, any variation in the track caused by settling of the same, or any variation in the load of the tender or locomotive, will not disturb the relative positions of the point F' and the said arm G, so that the device will always be in proper working order.

I do not claim the track mechanism for actuating the brake mechanism, in this application, as I am about filing a separate application therefor, but merely describe and illustrate said track mechanism in order that my entire invention may be understood.

Having thus fully described my invention, I claim as new and desire to secure by Letters Patentl. A train stopping mechanism comprising a valve connected with the train pipe to let air out of the same to apply the brakes, means for iniiexibly supporting the said valve direct from the axle of the locomotive or teuder, and a lever for the said valve and adapted to be actuated from a track mechanism, substantially as shown and described.

2. A train stopping device comprising a cylinder containing a valve connected with the train pipe and provided with an operating 1ever adapted to be actuated by a track mechanism, a cross head supporting the said cylinder and provided with an arm,a rod pivotally connected with the said arm and provided with a head, and a casing loosely mounted on one of the axles and engaging the said head, substantially as shown and described.

3. A train stopping device comprising a cylinder containing a valve connected with the train pipe and provided with an operating le` ver adapted to he actuated by a track mechanism, a cross head supporting the said cylinder and provided with an arm, a rod pivotally connected with the said arm and provided with a head, and a casing loosely mounted on one of the axles and engaging the said head, substantially as shown and described.

4. In a train stopping device, the combination with a cylinder containing a rotary valve and connected with the train pipe to let air out of the same, a lever held on the stem of the said valve and adapted to be engaged by a track mechanism, a spring pressed pin held in the said lever and a fixed notched segment adapted to be engaged hy the said spring pressed pin to hold the said lever in position until swung to one side when engaging the IOO said track mechanism substantially as shown inward toward the said lever and also adaptand described. ed to be engaged by the said arm, substanmv 5. In a train stopping device, thel combinatially as shown and described. tion of a lever adapted to be shifted by the arm ofa track mechanism, a valve carrying JOHN B' GROSS the said lever and connected with the train Witnesses:

pipe, and levers mounted on the sides of the THEO. G. HOsTER,

said lever for the valve and adapted to swing C. SEDGWIOK. 

